Improvement in locomotives



. 2 sheets-93mm.

W. S. HUDSON. Improvement in Locomotives. No, 129,233, Patented JuIy16,18 72 c i to E a: v tw to \Kmmawb', I

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No. 129233. Patented July 16,1812.

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WILLIAM S. HUDSON, OF PATERSON, NEW JERSEY.

IMPROVEMENT IN LOCOMOTIVES.

Specification forming part of Letters Patent No. 129,233, dated July 16, 1872.

Specification describing a certain Improvement in Locomotives invented by WILLIAM S. HUDsoN, of Paterson, in the county of Passaic, State of New Jersey.

The invention relates to details of the construction. The improvements result in giving a wide furnace within a narrow frame, easy riding upon the wheels, and a favorable distribution of the shocks between the several parts of the carrying mechanism. There is what is known as a Bissell half-truck at each end, and the load is distributed thereon through equalizin g-levers peculiarly arranged, and with springs arranged in a novel manner relatively thereto. The unions of the extreme ends of the structure with the swingbeams, which ride on the half Bissel truck, are effected by means of nearly horizontal links extending crosswise of the framing, and forming a kind of parallel motion which hold the work very strongly in position laterally, and allow it to rise and sink with unusual freedom. The framing of the locomotive is extended rearward to include the tender-frame in one rigid piece therewith. The fuel is carried in the usual position, and the water in the same and in additional tanks extending along the sides of the boiler. The construction is admirably adapted for very narrow-gauge railroads, but I do'not confine its application thereto.

The following is a description of what I consider the best means of carrying out the invention.

The accompanying drawing forms a part of this specification.

Figure 1 is a side elevation of the structure entire. Fig. 2 is an end elevationtwo views in one. The left side is a rear elevation of half. The right side is a front elevation of half. The remaining figures are on a larger scale. Fig. 3, is a side elevation, showing a portion of the work at the rear. Fig. 4 is a corresponding plan view, showing some of the same parts. Fig. 5 is a rear view, partly in section, showing the construction of some of Fig. 6 is a side elevaarrangement of some of the parts at the front. The right side of the figure is a front view of half. The left side of the figure is a cross-section of half.

Similar letters of reference indicate like parts in all the figures.

A is the boiler; B, the extended frame, and (l G G are the driving-wheels. The shocks received by the foremost and middle pair of driving-wheels and by the forward truck are equalized between each other by a system of equalizing-levers, which is plainly represented; the half-elliptic spring 0 over the axles'of the driving wheels being connected together between middle and forward drivers by longitudinal equalizing-levers mounted below the frame, and. those over the forward drivers being connected to a center bearing over the truck-axle by means of longitudinal equalizin g-levers D mounted at the sides, and a cross equalizing-lever, H, extending across at the front. The shocks received by the rear pair of driving-wheels and the rear truck are equalized between each other by another and en-v tirely independent system of equalizing-levers, I

which has the effect to support the structure with reasonable stiffness laterally, or in other words, to produce the effect of side bearings, while the forward system of equalizing-levers leaves the structure entirely free to tilt laterally within reasonable limits, or, in other words, has the effect of a center bearing. Brakes, operated from the foot-board, are introduced be tween the rear drivers and the middle drivers. The part corresponding to the swing-beams at the frontis itself astouthalf-elliptic spring. It is hung up at the ends by links, which are suspended to the truck at a considerable elevation, so as to give a considerable length to the links, and allow the truck to swing to one side and exert only a gentle force in drawing it back again to its central position.

The power of the steam is exerted in the ordinary manner through the agency of a piston and piston-rod, properly guided, which connects to the central pair of driving-wheels, and from which latter side rods extend forward and backward to the other pairs of drivers. out flanges; the middle and rear pairs are flanged, and control the position of the structure on curves. should be adapted, by proper adjustments of the length of the radius bars, to their various conditions in traversing around curves-- -that The forward driving-wheels are with- The forward and rear trucks is to say, on any given curve the forward'end of the structure stands further away from the central line of the track than the rear end, by reason of its greater distance from the controlling flanged wheels-and this should be allowed for. The longitudinal frames B B are connected across at the front by stout crosspieces B B 0n the centers of these 'are firmly bolted hollow castings B B which inclose and guide an openly-constructed piece of iron or steel, R, extending up and down, as shown, and which receives the supporting force of the front half of the truck K through tlie medium of the transverse spring J fixed in it below. This spring J serves as a spring to deaden the shocks, and also as a swingbeam to allow the truck to swing or move to one side or the other, through the facility afforded by the freely-swingin g links j dependin g from the posts or elevations K{ formed on the truck K. The cross-equalizin g lever H is pivoted in this vertically-moving piece It at its center. The bearings B B which guide the piece B may be provided withwedge-shaped adjustable pieces, or otherwise equipped, to allow them to be tightened occasionally, so as to form a steady contact and avoid rattling, while allowing a reasonably-free vertical motion to accommodate the shocks and concussions. The upward projections or posts K on the truck K stand within the side frames B, so that the severest plunges of the locomotive in moving rapidly over a rough track will not touch them. At the rear of the structure it will be observed that the rear drivers have not half-elliptic springs mounted in the ordinary position over the bearin gs, but that there is instead a pair of unusually massive, halfelliptic springs mounted in an inverted position further rearward, and so arranged that the bearings of the rear drivers press up under their forward ends. These springs are marked E. The rear end of each bears on a suitable shoe bolted on the corresponding frame B.

The middle of each is tied down by a stout strap, 0, to the forward end of an oblique lever, N, two of which levers extend obliquely inward and rearward, ready to support any load imposed thereon and to transmit it forward to the bearings of the rear drivers and backward to a point over the center of the rear truck. The locomotive rests a considerable portion of its weight on these oblique levers N, but not directly. The pressure or load is transmitted through stout cross-frames or other connections to the center-strap n a of a pair of half elliptic springs, a, one of which stands direct-- ly over one and the other over the other of the oblique levers N, and transmits the force thereto, but with the shocks and concussions materially softened. They are softened, first, by the action of the stout spring E, and, see ondly, by the action of the more ordinary spring a. The effect in supporting the structure laterally against any tilting or capsizing force is the same as if the supporting point was unyielding at each strap a. As these bearin g points a a are not in the center-line oi the structure, but are well over to each side, respectively, the support is a side-bearing support, and serves as such, although the part of the load which it transmits to the rear truck W is there received at its center, and the truck is consequently allowed to rock freely, to conform to the irregularities of the road. The swing-links c are mounted at a higher elevation than usual. They, by being pivoted on the upward projections or posts on the truck in the same manner as above described at the front, except that it is less high, transmits the supporting force of the truck to the center, and thence to the rear ends of the oblique levers N N through the medium of the swingbeam V and a block, X, which rests on the center thereof and receives the rear ends of the levers N N, as shown. The action in allowing the truck to rise and sink and to tilt is of the ordinary character, and will be readily understood. So, also, is the firm pivoting of the entire half-truck W to the body of the 10- comotive, which, it will be understood, is mounted as usual upon the frame B, the pivoting being effected, as usual, by means of a pin, not shown, applied in the usual manner in the open radius bar extending forward.

But the provision for holding the center X and consequently the rear ends of the oblique equalizing-levers N N and the swing-beam V firmly in their central position relatively to the framing B are peculiar. I employ a system of levers forming what has been often used in other combinations, and called a parallel motion. It works with the ordinary advantages of very slight friction, and gives a great degree of strength with small amount of material. Yis a link curved in a double reversed or partial S-form, as represented. Its lower end is held by a pin, 90, between lugs formed on the center-piece X. Its upper end is adapted to traverse to a small extent right and left in a slot formed in the framing B. A point near its center carries a stout fore-and-aft pin, 3 which receives two parallel links, Z, which are slightly curved, as represented, and extending upward in inclined position, and connect to a pin, z, in a cross-piece, B of the framing. The pin 2 at the upper ends of the links Z is directly over the pin X at the lower end of the link Y, as the truck rises and sinks in passing over irregularities in the road; or, as the body of the locomotive rises and sinks,

or pitches and plunges, the links Y and Z change their position relatively to each other like the halves of a pair of scissors, and always maintain the mathematically-correct position of the center X and its attached parts V, and the rear end of the oblique-levers N N, under the center line of the framing B.

The action of the heavy spring E need be but slight to afford the usual amount of liberty for the rear drivers to rise and sink in passing over irregularities. The shocks there received as also those received by the wheels of the rear truck W are partially softened by the stout spring E, and again further softened by the springs n, and thus gently transmitted through the bearing a to the body of the locomotive.

I claim as my invention- 1. In combination with two or more pairs of driving-wheels, G, the spring J, arranged as represented, so as to perform the double function of a swing beam and the spring, as herein specified.

2. The spring n, mounted over the diagonal levers N, and performing the function of springs to soften the concussions transmitted through the latter to the locomotive, as herein set forth.

3. The springs E, arranged as shown, relatively to the rear driving-wheels, overh anging furnfiacf, and equalizing-levers N, as herein spec 1 er 4. The posts or upward projections K on the truck, arranged to come between the framing B and the center swiveling point, and to suspend the swing-links j and spring or swingbealn J at a high elevation, as specified.

5. The combination of a parallel-motion device, substantially as specified, with the framing and truck of a locomotive. The parallel motion, consisting of the links Y Z and pins as y 2, arranged to serve in the manner and for I the purposes herein specified.

In testimony whereof I have hereunto set my hand this 21st day of February, 1872, in the presence of two subscribing witnesses.

WM. S. HUDSON.

Witnesses:

ARNOLD HORMANN, WM. 0. DEY. 

